Triple valve



No. 753,019. 4PAJIEN'IED FEB. 2.3, 1904.

J. V. WELLS.

TRIPLE VALVE. APPLIOATION FILED JAN. a.y1eoa.1 No MODEL. A s'sHnE'rs-snzm z.

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PMLNTLD` LLB, 23, ,1904, J.- V. WELLS. f TRIPLE VALVE. APPLIQATION FILED JAN. 3. 1903;

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Fill lll i Patented February-23, 1904:.

PATENT Fricn.

JOHN V. WELLS, OF BRADDOCK, PENNSYLVANIA.

TRIPLE VALVE.

f SPECIFICATION forming part of Letters Vlatent No. 753,019, dated February 23, 1904,.

4.Application filed January 3, 1903.

To a/ZZ whom, t may concern;

Be it known th at I, J onlyv V. VVELLs, a citizen of the United States, and a. resident of Braddock, in the county of Allegheny and State of is applicable to the ordinary {fluid-pressure brake apparatus, operating the same as thel usual triple valve and which also is capable of additional functions in that an application of the brakes may be made not only by a trainline reduction, but by a train-line increase.

The invention has a certain reference to the organism disclosed in my prior patent, No. 620,201, dated February 28, 1899, but diliers therefrom principally in that the present valve may be applied to the ordinary air-brake apparatus, making both a service and an emer.. gency application by train-line decrease independently of application by train-line increase. The valve here shown is especially adapted to be used with the brake-valve shown in my c0- pending application, SerialNo. 137,651, filed January 3, 1903.

This specification is an exact description of one example of my invention, while the claims define the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part of this speciication, in which similar characters ofreference indicate corresponding parts in all the views.l

Figure 1 is a longitudinal section of the valve on the line 11 of Fig. 2, showing it fastened to the auxiliary reservoir and illustrating the parts in the position which they assume upon a service application by a trainline decrease. Fig. 2 .is an elevational view looking toward the auxiliary-reservoir end of the valve, this view showing the valve with the cap atthis end removed. Fig. 3 is a section on the line 3 3 of Fig. l. Fig. 4L is a bottom plan view of the valve with a train-line cap removed. Fig. 5 is a bottom planview of the slide-valve. Fig. 6 is a. diagram illustrating the relative position of the ports upon the release position. Fig. 7 is a diagram illustrating the relative position of the ports `upon an application by a train-line increase. Fig.

Serial No. 137,650. (No model.)

8 is a diagram illustrating the position of the ports during the service application upon a train-line decrease. Fig. 9 is a diagram showing the relative position of the ports upon an emergency application upon a train-line decrease. Fig. 10 is a diagram showing the relative position of the ports when on lap after an application by train-line increase, and Fig. 11 is a diagram showingthe relative positions of the ports when on lap after an application by train-line decrease.

A indicates the main casing or body of the valve, in which is formed the cylinder or piston cavity E and the slide-valve cavity B', having at its bottom the square seat B2 essentially of the usual construction.

Gr vindicates the train-line cap, which is fas*- tenedto the main case A and virtually forms a part thereof, and F indicates the drain cup or cap, which is fastened to the end of the body A.

indicates the train-line connection, which passes into the body of the valve and communicates with the two ports CZ and e, said ports Z and e running to the valve-seat B2 and also communicating with a cavity G in thecap G.

k indicates the exhaust-port, which passes from the seat B2 in transverse line with a port fte the atmosphere.

a indicates a passage extending from the passage b into the .cap Gr and communicating with the cavity E by means of ports F'.

K indicates the auxiliary reservoir, which communicates with the slide-valve cavity B by way of a port or ports c in the casing P, which will be fully described hereinafter.

L indicates the brake-cylinder connection, and this communicates with two ports f and g in the main casing A, said ports f and g leading to the valve-seat B2.

B indicates the slide-valve, which is tted to the seat B2 and which is formed with a main cavity j, communicating with an L-shaped orifice or port ,opening at the bottom of the valve B. At its other end' the cavity j communicates with a cavity B3 in the slide-valve,- and in this cavity is mounted a check-valve Q, this valve Q being pressed to its seat by a spring Q', bearing between the val-ve and a plug Q2, fastened in the cavity B3.

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7a indicatesa port which is formed in the bottom of the slide-valve B and communicates with the cavity B3. (See Figs. 3 and 5.) The valve Q closescommunication from the port lc to the cavity j, but opens to permit free communication from the cavity y'to the port 76.

Z indicates a groove which passes transversely across the face of the valve B and is adapted to connect the port f with the exhaust-port, to be hereinafter described, when the parts are in release position. K

0 indicates a port or port-groove which is formed in the side of the slide-valve B adjacent to the auxiliary-reservoir end, and n indicates aport adjacent to the port o and communicating with the cavity B', said port n opening at the auxiliary-reservoir end of the slide-valve B. The ports 0 and n are adapted to register with the brake-cylinder port g, respectively, upon service and emergency applications by train-line reduction, all of which will be fully set forth hereinafter. v

D indicates the piston, which worksl in the cavity E, and C indicates the stem fastened to the piston and joined to the slide-valve B.

C' indicates the usual spring for pressing down the parts C and B.

J indicates an annular tubular cushion which is placed in thegright-haud end of the cavity E and is perforated, as shown, this cushion J being carried on a metallic rim J and the perforations permitting any pressure leaking past the piston D to enter into the tubular cushion J, thus expanding the same. Connected to the piston D is a stem D', which projects into the cap F.

I2 indicates a spring which bears between a shoulder D2 on the stem D and the inner end I3 of a cylindrical case I, which is movable freely in the cap F and has fastened in its inner end a sleeve I4. The sleeve I4 has aange I5, which bears against the inner face of the cap F and limits the leftward movement of the parts I and I4.

I6 indicates an expansive spring which presses between the inner wall of the cap F and a flange I7 on the left-hand end of the casing I, this spring I6 holding the parts I and I4 in the position shown in Fig. 1.

Encircling the stem D and the spring I2 is a sleeve I2, this sleeve having an exterior ange I4', limiting the rightward movement of the sleeve I8 by contact with the sleeve I4.

I11 indicates a spring which bears between the inner end I3 of the case Iand the flange I9 and pushes the sleeve Is into contact with the sleeve I4.

The casing I is formed with a number of orifices I12, which permit the free passage of the pressure through the cap F.

In the passagey a is placed'a check-valve H, which opens toward the train-line connection and is held normally seated by a spring H.

H2 indicates a port which is formed in the valve H, this port being always open, irrespective of the position of the valve, the purpose of which arrangement Will be hereinafter set forth.

The before-mentioned cavity Gr carries a check-valve N, which opens into the cavity from the train-line connection b. This cavity G also carries a valve O, 'the stem of which -has sliding connection with the valve N, and

the bottom of the chamber b. The disk or collar O4 has a rod O projected downward therefrom into the tubular plug O2, and O3 indicates an expansive spring pressing upward on the stem O', this spring tending to open the valve O.

O7 indicates a nut for regulating the tension of the spring O2.

As indicated best in Fig. 2, apassage b2 extends from the chamber b upward past the seat B2 and discharges into the slide-valve cavity B P indicates a cap which is fastened to the auxiliary-reservoir end of the main casing A and has a central opening B4 communicating with the slide-valve cavity B. In this cap P a cup -leather piston P2 works, said piston having a stem P', around which is encircled a spring P3, this spring pressing against the piston P2 and a regulating-nut P5. Said piston P2 has a second stem or stud P4, which projects through the orifice B4 into the valvecavity B' in position to strike the slide-valve. Formed in the cap P is a port p, which leads into the main casing A and communicates with the port g.

Such being the construction and organization of the valve, its'operation may be traced as follows: Assuming that the auxiliary reservoir and brake-cylinder are exhausted of pressure and that the auxiliary reservoir is to be charged, upon charging the train-line the pressure Will pass into the passage and also into the cap F, this latter' movement of the pressure occurring through the port t and the vent H2 of the valve H. The spring I will lpreviously have` thrown the piston D rightward until the cushion J strikes the end of the cavity E, and the train-linepressure will therefore merely bear against the left face of the piston D. Simultaneously with this the train-line pressure on entering the port will knockY dow-n the valve N and the spring O3 will previously have raised the valve O, thus opening communication between the passage Z) and the chamber From thischamber the pressure will pass through the passage 62 into the cavity B and charge the auxiliary reservoir through the IOO,

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port c. The vent I-I2 and the passages in the valve N are so proportioned that a slightly greater volume of pressure passes through the vent H2 than past the valve N. This excess pressure lis just suiiicient to move the slide-valve to release position upon increasing train-line pressure after service application by train-line decrease; but the passages are so gaged relatively as to prevent compressing the spring I, and thus moving the slide-valve farther to the right than the release position shown in Fig. 6. This undesirable rightward movement would occur when releasing after an application by train-line reduction if the open passages in the port a, leading to the left of the piston, were of much greater area than the port leading from the chamber b' to the chamber B'. The spring O3 should previously have been adjusted according to the pressure which it is desired to maintain-in the auxiliary reservoir. Assuming that seventy pounds is to be carried in the auxiliary' reservoir, when there is less than this pressure on top of the diaphragm O5 the spring O3 will open the valve O; but the instant that seventy pounds enters the chamber b andfrom thence into the auxiliary the diaphragm 05 will be thrown down, and the valve O will then be closed. In this connection it Will be observed that should any of the pressure leak out of the aux- ,iliary reservoir this Will be instantly repleninto the brake-cylinder Without affecting in' any, Way the auxiliary reservoir pressure. Therefore upon increasing the pressure in the train-line connection 7) the cushion .I will be compressed and the piston D thrown to the end of its rightward movement. The various ports will assume the relative position indicated in Fig. 7 "d, e., the enlarged portion v.' of the cavity j will bridge the ports e and The increased pressure from the train-line Will then blow through the ports c @i f into the brake-cylinder connection L. As the trainline pressure is communicated to the brakecylinder, such pressure also enters the passage p and passes to the cap P, throwing the stem Pi to the left, as in Fig. 1, and moving the slide-valve B to lap position or that shown in Fig. 10. This operation occurs when a certain predetermined ypressure has passed into the brake-cylinder, and it is dependent upon the relative areas of the parts P2 and D and the adjustment of the spring P3.y This cap P and its appurtenant parts therefore act automatically to limit the pressure Which may be thrown into the brake-cylinder upon an increase in the train-line pressure, since when this pressure has'been attained the stem I pushes the slide-valve to the lap position shown in Fig. 10. VThe slide-valve B may therefore be moved to lap position after an application for brakes on the train-line increase eitherautomatically by the action of the device P and its appurtenant parts or by reducing the trainline pressure. In the lap position illustrated in Fig. l0 all of the ports are blanked excepting the ports e and z', and communication here has no eiect owing to the blanking of the port la To release the brakes, the train-line pressure should be reduced, thus causing the groove Z to registerwith the ports f and L, as illustrated in Fig. 6, and thereupon a passage will be provided from the brake-cylinder connection L through the ports f, Z, and L and there.4

.blow into the brake-cylinder and also into the plug P, Where Working with the spring P3 the piston P2 Will be thrown into the position shown in Fig. l, and the slide-valve B Will be automatically moved to the lap position indii cated in Fig. 10. The valve B also moves automatically to lap position, as shown in Fig. 10,

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when all train-line pressure in excess of the.

amount necessary to move the cavity c' into communication with the ports e and f has expanded into the brake-cylinder. To release the brakes when applied as above, it is necessary to further reduce the train-line to return it to its normal or Working pressure of seventy pounds.

The above-described operations respecting application by train-line increase are in principle the same as in my prior patent referredr to herein. In Will be observedl in this connection that the auxiliary-reservoir pressure is always maintained irrespective of the abovedescribed applications Vand Vreleases of the brakes, this being effected through the me.

' the brake-cylinder port'g, blanking the other ports and allowing the auxiliary-reservoir IIO pressure to pass into the brake-cylinder connectionL. To e'ect an emergency application, the train-line pressure should be still further reduced, thus bringing the port 7c into communication with the port f, the port into communication with the port ci', and the port n into communication with the port g, as shown in Fig. 9. The pressure from the train-pipe will then blow through the port d into the cavity j, vunseat the valve Q, and blow into the brake-cylinder through the ports 7c and f. Simultaneously the auxiliary-reservoir pressure will pass through the port ninto the port g. rlhe slide-valve goes on lap after a'trainline decrease by the reduction of the auxiliaryreservoir pressure caused by its expansion into the brake-cylinder. This occurs only when the train-line pressure is in excess of the pressure at which the auxiliary reservoir will equalize when fully expanded into the brake-cylinder. Any train-line reduction below that would tend to force the piston firmly against the gasket on the cap F at the left of the piston. This lap position is indicated diagrammatically in Fig. 11, in which it will be seen that all of the ports are blanked except the ports 0l and z' and that owing to the blanking of the port 7c the communication between the ports d and e' has no effect. To release the brakes, the slid e-valve should be moved from the position indicated in Fig. 1l to that indicated in Fig. 6, which places the ports f, Z, and /b in communication and exhausts the brake-cylinder pressure into the atmosphere.

In addition to the functions referred to above, the piston P2 and its appurtenances perform the function of equalizing the action of a series of triples the same as described in my prior patent hereinbefore referred to.

During the various operations described the springs I, In, and I2 operate to restrain the movement of the slide-valve until overcome by superior force of air-pressure, the spring I resists the piston movement to application by train-line increase, the spring I2 resists the piston movement to service application by train-line decrease, (the position shown in Fig. 1,) and then both springs I2 and I1l come into action to resist the piston movement to emergency application by train-line decrease. It will therefore be seen that by means of this triple valve the brakes may be applied at any desired time by increasing the train-line pressure without disturbing the auxiliary reservoir. Also the brakes may be applied at any time by reducing the train-line pressure to effect either a service or an emergency application. This adapts the triple valve to the ordinary brake apparatus, and at the same time it enables it to perform additional functions.

Various changes in the form, proportion, and minor details of my invention may be resorted to at will without departing from the inder connections, to effect a brake application, said slide-valve also having two additional port-openings capable each of establishing communication between the auxiliary and brake cylinder respectively, to effect service and emergency brake applications.

2. A triple valve comprising a casing having train-line, auxiliary and brake cylinder connections, and valve devices in the casing, said devices including a slide-valve having port-openings capable of establishing communication between the train-line and brakecylinder connections, to eect a brake application, said slide-valve also having two additional port-openings capable each of establishing communication between the auxiliary and brake cylinder respectively, to effect service and emergency brake applications, the ports of said valve devices also establishing communication between the train -line and brake-cylinder connections upon the aforesaid emergency-brake application, whereby to reinforce the auxiliary pressure from the trainline.

3. A triple valve comprising a casing having train-line, auxiliary and brake cylinder connections, valve devices in the casing, said devices having ports capable of establishing communication between the train line and brake-cylinder connections, to effect a brake application, and also having two additional ports capable each of establishing communication between the auxiliary and brake cylinder, respectively to effect service and emergency brake applications, and three springs acting with said valve devices, the one spring resisting movement to train-line brake-cylinder communication, the second spring resisting movement to auxiliary-brake-cylinder service communication, and the second and third springs resisting movement to auxiliarybrake-cylinder emergency application.

4. A triple valve comprising a casing, valve devices therein, capable of making brake applications, substantially as described, and three springs located at one end of the valve devices and coacting therewith, one spring resisting the movement of the valve devices in one direction and the second and third springs successively resisting movement in the opposite direction.

5. A triple valve comprising a casing, valve devices therein, capable of making brake ap- IOC IIC

plications, substantially as described, a stem in connection with the said valve devices, a spring pressing the stem in one direction, a sleeve adapted to be engaged by the stem, a second spring engaging the sleeve and acting in the same direction as thebiirst spring, a sec.- ond sleeve also adapted to be engaged by the stem, and a third spring engaging the second sleeve and acting oppositely to the two springs first named.

6. In a triple valve, the combination with the main casing and the slide-valve piston,`oi ahollow rubber cushion with an oriflce therein.

7. In a triple valve, the combination with the main casing and the slide-valve piston, of a hollow annular rubber cushion with an orifice therein.

8. In a triple valve, a device for automatically returning the slide to lap position, said device comprising a cap having a cylinder formed therein, a piston working in the cylinder, stems projected oppositely from said piston, one stem serving to engage the slide, a spring encircling the other stem and pressing the piston toward the slide, and means working in the outer end of the cap and engaging the corresponding end of the spring to adjust the tension thereof.

9. A triple valve having a port in the valvecasing establishing communication between the train-line and auxiliary, a feed-valve commanding said communication, adiaphragm actuating the valve, said diaphragm being controlled by auxiliary pressure, a spring back of said diaphragm, acting against the auxiliary pressure, a check in said passage, seating by auxiliary pressure, and a spring-bearing between the check and said feed-valve.

10. A triple valve having a port in the valvecasing establishing communication between the train-line and auxiliary, a feed-valve commanding said communication, and itselil controlled by the auxiliary pressure, a check in said passage, seating by auxiliary pressure, and a spring-bearing between the check and said feed-valve.

Il. A triple valve comprising a casing having a .cylinder and valve-cavity formed therein and also having auxiliary communication from the valve-cavity, and also having a passage from the train-line to the cylinder, a passage from the train-line to the valve-cavity, and a passage from the valve-cavity to the brakecylinder, a piston in the cylinder, a slide-valve in the valve-cavity, a feed device in the passage from the train-line to the valve-cavity, said Jfeed device being controlled by the auxiliary pressure, and a check in the passage from the train-line to the cylinder, said checkl seating against the train-line pressure and having a permanently-open vent therein.

12. A'triple valve, havinga casing formed with a slide-valve cavity and having a trainline communication extending into the slidevalve cavity, a feed-valve in said train-line communication, the valve-casing also having twoports from the train-line communication direct to the slide-valve cavity, and also having two ports communicating with the slidevalve cavity and; with the brake-cylinder connection, a slide-valve havingl a port opening therein capable of communication with one of the said ports to the brake-cylinder connection and also having a cavity therein capable of connecting one of the ports of the train-line connection with the other of the brake-cylinder ports simultaneously with the communication between the said slide-valve port and brake-cylinder port, a valve commanding the said cavity in the slide-valve and said cavity being also capable of connecting the remaining of the train-line ports with one of the brake cylinder ports independently of the valve in the cavity, and means for operating the slide-valve.

13. A triple valve, comprising a casing having a train-line, auxiliary and brake cylinder connections, valve devices in the casing, said devices having ports capable of establishing communication between the train line and brake-cylinder connections to effect a brake application, and also having two additional.

ports capable each of establishing communication between the auxiliary and brake cylinder respectively to effect service and emergency brake applications, and aI cushioning means comprising three elements respectively resisting the aforesaid three movements of the valve devices. l

14. A triple valve,comprising a casing, valve devices therein, for the purpose speciied, a spring pressing the valve devices in one direction, a sleeve adapted to be engaged by a part of the valve devices, a second spring engaging the sleeve and acting in the same direction as the Erst spring, a second sleeve also adapted to be engaged by a part of the valve I devices, and a third spring engaging the second sleeve and acting oppositely to the two springs first named.

In testimony wherecfIhave signed my name to this specification in the presence of two subscribing witnesses.

lMiss Hn'rznn, i

PH. E. Gniss.

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